Railway safe-running device



W9 k z Feb. 19 1924. 1,484,349

A. R. ANGUS RAILWAY SAFE RUNNING DEVICE Filed April 14, 1915 2 Sheets-Sheet 1 Illllllll! l llllllll Llllllllll.

M ANGUS A. R. ANGUS RAILWAY SAFE RUNNING DEVICE Feb. 19,1924. 1,484,349

Filed Ap il 14, 9 2 Sheets-Sheet 2 250 EMF, A 252 256 WWNE INVENTnR AR. Aueu'g M Q 1 W ARTHUR REGINALD ANGUS, OF LONDON, ENG-L.

RAILWAY SAFE-RUNNING nnvrcn Application filed April 14, 1913. Serial 1N0. 761,043.

To all whom it may concern:

Be it known that I, ARTHUR REGINALD ANGUS, a subject of the King of Great Britain, and residing at the Royal Automobile Club, Pall Mall, London, S. W. 1, in the county of London, England, solicitor, have invented a certain new and useful invention entitled Improvements in or Relating to Railway Safe-Running Devices, of which the following is a specification.

This invention relates to electrical train protecting apparatus and comprises the various features hereinafter set forth in the claiming clauses hereof.

The 1i1vention is illustrated vby the accompanying drawings, which represent by way of example apparatus constructed and arranged in accordance therewith.

Fig. 1 is a diagrammatic representation of the apparatus on a locomotive.

Fig. 2 shows track apparatus so con structed that a Signalman can exercise a selective control over the passage of trains through a section, but cannot introduce a risk of collision byerroneous operation of his switch.

On or about the railway track there are placed track contacts each of which consists of some suitable non-conductive material such as wood or the like, and has a top contact plate of some suitable conducting material. The ends of each track contact are ramped so as to enable a contacting device on a train to come into contact with a track contact without the risk of being broken.

Each track contact is bolted or otherwise firmly aflixed to :the sleepers on or about the railway track and is preferably placed midway of the track rails.

The track contacts are divided into what I call warning contacts, and stop contacts, the warning contacts and stop contacts being adapted to effect diiierent displacements respectively of a contacting device on a train.

In order to effect these different displacements the track contacts may be so constructed that the-highest part of the top surface of each of the stop contacts is higher above the top surface of the railway track rails than is the highest part of the top surface of each of the said warning contacts above the top surface of the railway track rails.

A suitable contacting device comprising a shoe 10 (Fig. 1) is attached to, and insulat:

ml from,=any suitable part of a locomotive or brakcvan or other suitable vehicle. The

returned to its normal position by gravity and by a spring 7, although it may be returned to its normal position by one or more springs only or bygravity only.. Attached to, and insulated from, the contact shoe 10 is a resilient brid 'ng contact member 8 comprising-fingers. a, apted to bridge, when the shoe is in its outmost position (hereinafter referred to as its lowest position), the contact plates 9, 11, 12, so as to complete the circuits 'of the generator 14 by wire 15, contacts 16 and 17, wire 18,contact late9, bridging member 8, and thence by a) contact plate 11, wire '19, coil of solenoid 20, contacts 31 (if bridged by handle 30) and wire 21 back to the generator, thereby energizing solenoid 20 and holding closed the valve 22 controlling means either for shutting ofi' the motive power of the locomotive, or for applying thebrakes on the train, or both and g by contact plate 12, wire 23, coils of solenoid 24 and magnet 29, contacts 31 (if bridged by the lever 30), and wire 21 back to the generator 14, therebyenergizing the solenoid 24 and keeping closed the valve 25 so as to prevent the danger whistle 26 from being blown, and also energizing the magnet 29 and attracting its armature so as to main tain the miniature visual signal 28 in the clear, or ofi, position.

When the shoe 10 comes into contact with a warning contact such as 1 or 6 it is raised to such an extent that one of the bridging contact fingers passes on the contact plate 12- thereby breaking there, as far as the bridging contact member 8 is concerned, the connexion between the contacts 9 and 12, and so opening the circuit relating to the solenoid 24 and magnet 29, so that, if the said circuit is not otherwise maintained, the plunger of the solenoid 24 is forced out by Whatever pressure may be acting on the valve 25 and the danger whistle 26 is blown and the miniature signal 28 is also raised into the on, or danger position.

When the shoe 10 comes into contact with a stop contact suchas 2, or 5, it is displaced to a greater extent than when it comes into contact with a warning contact so that the bridging contacts are also raised clear of the the circuit of the solenoid, 20, so that, if the plunger of the solenoid 20 is forced out by whatever pressure may be acting on the valve 22 and the lever 30 '(used for replacing the plunger) is moved so that the circuits of the generator 14 and the coils of solenoids 20 and 24, and magnet 29 are broken at the contacts 31.

It is intended that the opening of the valve 22, which is normally held closed by theplunger of the solenoid 20, should allow,

the admlssion of fluid pressure such as of steam, air, gas, or the like, to a suitable cylinder, the piston of which is adapted to shut ofi themotive power (such as steam or the like) of the locomotive and should also allow or cause the operation of means for applying the brakes on the train.

Either the shutting 0d of the motive power, or the application of the brakes, or both, may be used for stopping the train.

If the commutator switch 100 and the reversing gear switch 41 are in the positions shown in Fig. 1--that is to say in the positions for the down journeywhen the shoe 10 comes into contact with either a warning or a stepping track contact which has been rendered electrically conductive in the manner hereinafter explained, current will flow from the generator 32 on the locomotive, by wire 33, coils of magnet 34, wire 35, arm 36 and contact 37 of the commutator switch 100, wire 42, arm 43 and contact 44 of the reversing gear switch 41 (which is adapted to move with the reversing lever of the locomotive,) wire 48, shoe 10, the track contact, and thence through a track circuit, baclr by earth and the rails to the frame of the locomotive, wire 49, contact 46, and the arm d5 of the reversing gear switch, wire 50, contact 39 and arm 38 of the commutator switch, and wire 51 to the generator 32.

if the conditions of the circuits and apparatus connected thereto are normal the current which flows will be of normal value and will cause the coils of the magnet 34; to attract the armature 52, against gravity and the spring 53, so as to contact with the insulated contacts 5% and 55, and at the same time to break contact with contact 56.

By a current of predetermined normal value is meant one which is suflicient, on ener gizing the magnet 34, to attract its armature 52 so as to contact with the contacts 54 and 55 but is not suiiicient 'to break contact between the contacts 16 and 17 by lifting the pivoted lever against gravity and a spring 71,

Contact of the armature 52 with the contacts 542 and 55 provides paths, in substitution for those broken at contact plates 3, 1i, and 12, through branch wire 5?, armature 52, contacts 54: and 55, and wires 58 and 53 respectively, to the coils of solenoid mete 20, and solenoid 24 and magnet 29, so that warning and stopping operations on the train are restrained. At the same time the circuit of the coils of solenoid 60, which is normally completed from generator 14, by wire 15, contacts 16 and 17, wire 18, branch wire 57, armature 52, contact 56, wire 61, coils 60 and wire 21 is broken at the contact 56, thus de-energizingthe solenoid 60 and allowing its plungerto be forced out by whatever pressure may be acting on the valve 62 so that the line clear whistle 63 is blown.

From the foregoing description it will be seen that the apparatus on the locomotive comprises two generators 14 and 32 (though if desired a common generator may be used); an electromagnet 34 adapted when normally energized to complete substitutional circuits through the normally energized restraining coils 24, 29 and 20, and at the same time to-break the circuit of the coil of the solenoid 60; a commutator switch 100, and a reversing gear switch 41 which is adapted to be operated by the movement of the reversing gear of the locomotive and which when in the position shown in Fig. 1that is to say, for the down journeyand when the commutator switch is also in the position shown, connects the positive pole of the generator 32, through the electro-- magnet 34;, to the shoe 10, and the negative pole of the generator 32 to the frame of the locomotive and so to the rails and earth.

When the reversing gear switch is moved over for the locomotive to run on the up journey the eonnexions of the poles of the generator 32 to the shoe 10 and to the frame of the locomotive are reversed, that is to say,

the shoe 10 is connected to the negative pole of the generator and the frame of the locomotive to the ositive pole of the generator through the e ectromagnet 34 and at the same time a resistance 54: is inserted into the circuih The commutator switch 100, which must he operated when the locomotive is turned round on a turntable, loop, triangle, or the like, performs functions similar to those of the reversing gear switch 41, that is to say, reverses the connexions of the generator 32 to the shoe l0 and to the frame of the locomotive and at the same time inserts a resistance 65 into the circuit. Means for antomatically compelling a driver to move the commutator swltch 100 in order to avoid an automatic stop are described in the specification of my application for Letters Patent No. 751042 of even date herewith.

When the commutator switch 100 and the reversing gear switch 41 are hoth moved over from the positions shown in Fig. l, the locomotive apparatus will be set for running in the same direction as when in their present positions-that is to say for the down journey, but in this case both of the resistpole of the generator and also thatboth the resistances 64 and 65.will be short-circuited but that for the up journey the shoe 10 will always be connected to the negative pole of the generator and one or the other of the resistances64 and will always be connected eflectually in circuit. 7

When a current exceeding the predetermined normal value flows through the coils of the electromagnet 34, the armature 52 is attracted with suflicient force against the insulated contacts 54'and 55 to lift the arm against gravity and the spring 71, so as 1 v enter thesection if another train'is already to break contact between the contacts 16 and 17 so that the aths to the coils of 60, 24, 29, and 20 are bro on and both whistles 63- and 26 are blown the'miniature signal 28 raise'd to the on or danger position and the motive power of the train shut off, or brakes applied or both.

It is therefore evident that provision is made against such failure of apparatus as will cause the current to differ from the predetermined normal strength.-

Fig. 2 shows the connexion relating to one complete section AB at one end A of which are placeda warning contact land two stop contacts 2 and 3 and at the other end B a:

When the switching instrument X is set to danger, its armature 73 is-in the position hereinafter referred to as the open position -indicated in the drawings by the word open)' and makes contact with the contacts 7 5 and 76, whilst when the instrument X is set to line-clear its armature 7 3 is in the position hereinafter referred to as the closed position (indicated in the drawings by the word closed) and is in contact'with the contact 79 and the contactlate 81 which-is carried by but insulated rom the armature 73, is in contact with the contact 83. The armature 74 of the switching in-v strument Y makes contact with the contacts 78 and 77 .in the open position and with the contacts 80 and by means of its insulated contact plate 82 with the contact.84 in the closed osition. There are also resistances 85, 86, 8 and 88 in theinstrument X and 89, 90, 91, and 92in the instrument Y connected as shown and double pole threeway over thetrafiic, error on his switches 250 and 251 at the ends A and B of the section respectivelyg By the'useof the switch 250 or 251 the signalman at the end A or B of'the section is enabled to control'the trafiic passing 'over this sectionthat is to say, he is enabled to prevent a train having thereon apparatus such as above described with reference to'Figure 1 from entering or from leaving the sectibn at his end or to allow it to, enter the section or to leave it at his end. The

normal position is as shownin'the figure the connexions with the track contacts 1, 2, 6, and 5 being broken and as hereinafter described no train being able to enter or leave the section.

To allow a trainto enter the section it is essential that the switch 250 or, 251 at the entering end should be moved to make the correct up or down road as otherwise a train would as hereinafter described, be, unable to obtain clearance when entering the i As hereinafter explained it is imsection. material whether the switch 250 or 251 is moved .into' the position to allow strain to in the section, for in this case the section is already blocked as hereinafter described and the signalman is.powerless to admit another train.

It is therefore evident that though the signalman can exercise aselective control introduce any danger of collision.

The operations performed by the train in 1 its passage through the section onthe down and up journeys will now be described.

When a train running on the down jour- 'ney.that is to say, in the direction indicated by the word down and an arrow in Fig.

- 2-has to pass over-the section AB, and

art does not permission has been obtained by the signalman at A from the signalman at B to allow that train to enter this section at the'end A,

'the switches are moved by the signalmen at A and B into the positionfor the down journeythat is'to 'sa towards the right.

Whenthe line is cear and the switches '250 and 251 are moved into the positions for the down journey, and a train running ,on the down journey interacts with track contact 1 current from the generator 32 flows through the shoe 10 as before described tdtra'ck contact lwire 254 contacts 252 and 253 of the switch 250 to wire'72 contacts 83 and 81 wire 93 resistance 89 wire 94 to the coil 95 of the polarized switching instrument Y to earth thence by wire 99 to the rails to the frame of the locomotive and back to the generator as hereinbefore described. i

The direction of the current through the coil 95 is such that the armature 74 is moved into the open position. The coil 95 is thus connected in parallel with the resistlitl - the following-parallel. path :-the resistancetill tit

circuits of the coils of the solenoids and 20 and magnet 29 the warning operation is restrained and the line clear whistle is blown.

The current also initially travels through 91, contact 80, and armature 74;. Initial paralleling ofthis kind may be disregarded in all cases where the continued passage of current from the train switches out the said parallel path, as the arrangement is such that a train is able to complete a switching operation from a track contact before t e restraint on the warning or stopping apparatus efie'ctcd by the contacting. device is removed, so that the strength of the current produced by the initial paralleling is 0f no consequence, except in so far as the resistance of the track portion of the circuit produced. by thisparalleling is, as hereinafter indicated, different from the resistance produced when the armature has been correctly switched over, so that if the armature fails to be moved when required, a warning or stopping operation is produced as above described.

When the locomotive running on the down journey interacts with the stop contact 2 current from the generator 32 flows through the shoe 10 track contact 2 wire 255 contacts 25ti'and 257 of the switch 250 wire 72 and thence as before described with reference to track contact 1. lln this way the location of the armature 74; in the open position from track contact 1 is checked.

Should the armature 74 not contact with contact 78 to complete the circuit of the resistance 90 when the train is on either track contact 1 or 2 current of a predetermined normal value will not how through the coils of electromagnet 3t and warning and stopping operations will be eilected on the train.

The contacts 82 and 84 are thus discou nested and any other train interacting with track contact 5 or 6 is unable to obtain clear ance and cannot enter the section at the end B.

When the locomotive on the down journey interacts with track contact 3 current flows as before from the generator 32 to the shoe acetate crater as hereinbefore described. The armature 7 3 is moved into the open position to contact with contact 7 5 and. the coil 97 is connected in parallel with the resistance 87 bv contact armature 73 and the rails. The values of the resistances and 87 are so related to that of the resistance of the coil 97 that the combined resistance is such that predetermined normal current will flow from the generator 32 through the coils of the elcctrornagnet 34-. llllarning and stoping operations are thus restrained and a inc-clear intimation. is given as previously 1 described. Should the armature 73 not contact with contact 75 to complete the circuit of resistance 87 current of a predetermined normal value will not how from the generator '32 through the coils of electromagnet34 and warning and stopping operations will be erformed upon the tram.

he train has now passed completely within the section and has caused the disconnexion of the contacts 82 and 8a and of the contacts 81 and 83 at the two ends of the section respectively thus preventing the entrance of another train at either end into this section regardless of the setting of the switches 250 and 251..

en the locomotive continuing on the down journey interacts with track contact 4, current flows as before from the generator 32 to the shoe 10 track contact a thence by wire 105 to the coil 36 of the polarized switching instrument Y wire 106 to the rails to the frame and back; to the generator as hercinbei'o-re described. lhe armature 74: is moved into the closed osition and normal current flows from. t e generator 32 through the coils of .elcctromagnet 34 and a line-clear intimation is given and the warning and. stopping operations on the train are restrained.

W hen the train interacts with track contact 5 current from the generator 32 flows as before through the shoe 10 track contact 5 wire 258 contacts 259 and 260 of the switch 251. resistance 261 wire 106 to the rails and to the frame of the locomotive. Predetermined normal current thus flows through the electromagnet 34 and the warning and stopping operations are restrained and the line clear intimations effected.

When the train. interacts with track contact 6 the current from the enerator 32- fiows as before through the s 0e 10 track contact 6 wire 262 contacts 263 and. 264 of the switch 25]. wire 103 contacts 84% and 82 wire 104- to the coil 38 of the polarized switching instrument X to earth wire we llli It will thus be seen that unless the armature 74 hasbeen moved 'so as to bring the contact 82 into contact with contact 84 this passes out of the section having leftboth armatures 74 and 7 3-in the closed position thus leaving the section clear for another train to enter.

\Vhen a train running on the up journey (that is to say, in the direction indicated by the word up and an arrow in Fig. 2) has to pass over the section AB, and permission has been obtained by the signalman at B from the Signalman at A to allow that train to enter the section at the end B, the switches 250 and 251 are moved by the signalmen at A and B to the position for the up journey that is to the left and the following operations are performed.

lVhen the train interacts with track contact 6 current flows from the generator32 by wire 33 (Fig. l) the coils of electromagnet 34 wire 35 arm 36 contact 37 of the commutator switch 100 wire 42 arm 43 contact 44 of the reversing gear switch (which is now moved over to allow the train to run on the up journey, the commutator switch 100 being still in the position shown in the figure) wire 49 the frame and rails wire 106 earth coil 98 of the polarized switching instrument X wire 104 contacts 82 and 84 (which are closed if the section is clear) wire 103 contacts 265 and 263 of the switch '251 wi'i e 262 track contact 6 shoe 10 wire 48 wire 107 resistance 64 contacts 47 and of the reversing gear switch 41 wire 50 contact 39 and arm 38 of the commutator switch 100 wire 51 to the generator 32.

It will thus be seen that since, by reason of the change of connections effected by the the coil 98 and'res'istance 88 thus connected is less than the .value of the resistance presented by the track portion of the circuit when the armature 73 is moved into the close'dtposition when operated by the mutator switch 100 is operated) v current of a predetermined normal value is caused to flow through the coils of electromagnet 34 and a line clear intimation is given and warning and stopping operations are restrained,

When the locomotive interacts with track contact 5 current from the generator 32 flows through the frame and rails wire 106' earth the coil 98 of the polarized switching instrument-.X wire 104 contacts; 82 and 84 wire 103 contacts 266 and 259 of the" switch 251 Wire 258 track contact5 the shoe 10 and the apparatus on the locomotive. The armature 73 is thus maintained in the open position and the resistance 88 is maintained in parallel circuit.

Should the armature 73 not contact with contact 76 and so bring the resistance 88 into the circuit current of a predetermined normal value Willnot fiow through the coils of electromagnet 34 and warning and stopping operations respectively will be effected on the train, when it interacts with the track contacts 6 and 5.

The contacts 81 and 83 are thus opened and any other train interacting with track contacts 1 and 2 is unable to obtain clearance and cannot enter the section at that end.

When the locomotive continuing on its up journey interacts with track contact 4 current flows as before fronrthe generator 32 through the coils of electromagnet 34 the frame and rails wire 106 coil 96 of the polarized switching instrument Y wire 105 track contact 4 and shoe 10 returning to the generator 32 through the compensating resistance 64 or and wire 51. The current through the coil 96 is thus in the direction opposite to that. in which it flowed when the train on its downi journey interacted with-track contact 4 and the armature 74 is moved into the open position to contact with contacts 77 and 78. A parallel path is thus completed to that of the coil 96 through armature 74 contact 77 and resistance' 92. throughthe coils of electromagnet 34 a lineclear intimation being given and warning and stopping operations restrained. Should however the armature 74 not contact with contacts 77 so as to bring into'the circuit the resistance 92 current of a predetermined normal value will not flow through the coils of electromagnet 34 and the warning and stopping operations will be effected on the train.

Thus it will be seen that the train on entering the section and interacting with track contacts 6, 5, and 4 is unable to proceed unless it has moved both armatures 73 and 74.into the open position and thereby rendered the track contacts 1 and 2 .at the end A and 6 and 5 at the end B of the section non-conductors so that the en- Normal current thus flows trance of another train into the section is prevented regardless of the position of the switches 250 and 251.

When the train continuing on the up journey interacts with track contact 3 current flows as before from the enerator 32 through the coils of electromagnet 34 to the frame and rails wire 99 coil 97. of the polarized switching instrument X resistance 85 track contact 3 shoe 10 compensating resistance 64 or 65 and back to the generator 32. The current through the coil 97 is thus in the direction opposite to that in which it flowed when the train on its down journey interacted with track contact 3- and 'the armature 73 under the influence of coil 97 is moved into the closed position to contact with contact 70 thus bringing into the circuit the resistance 86 and so causing current of the predetermined normal value to flow through the coils of electromagnet 34:. Should the armature 73 not contact with contact 79 to complete the circuit of resistance 86 current of a predetermined normal value will not flow through the coils of electromagnet 34 and warning and stopping operations will be performed.

When the locomotive continuing on the up journey interacts with track contact 2 current from the generator 32 flows as before described through the coils of electromagnet 34 the frame and rails wire 99 resistance 268 contacts 269' and 256 of the switch 250'Wire 255 track contact 2 shoe 10 and compensating resistance 64 or65.

The resistance 268 is less than the resistance261 by the value of the compensating resistance 64: or 65 andis such that in combination with the resistance 64 or 65 it will cause current of a predetermined .normal value to flow through the coils or electromagnet 34 so that a line clear intimation will be given and the warning and stopping options will be restrained. It will thus be seen that had the switch 251 been set in the down position for a train running on the up journey the resistance of the track portion of the circuit from track contact 5 through the resistance 261 would have been greater in value than the normal resistance by the value of the compensating resistance 64 or 65. Thus current of predetermined normal value would not flow through the coils of 'elec; tromagnet 34 and a train would be warned and stopped on track contact 5.

Conversely had the switch 250 been moved into the up position and a train running on the down journey interacted with track contact 2 the resistance of the track portion of the circuit throughtrack contact 2 through resistance 268 would have been less than determined normal value would not flow through the coils of electromagnet 34 and performe frame and rails wire 99 to earth coil 95 of i the polarized switching instrument Y wire 94 resistance 89 wire 93 contacts 81 and 83 wire 72- contacts 267 and 252 of the switch 250 wire 254 track contact 1 shoe 10 compensating resistance 64 or 65 and back to the generator 32. The direction of the current through the coil 95 is thus opposite to that of the current which flowed when the train on its down journey interacted with track contact 1 and the armature 74 under the influence of coil 95 is moved into the closed position to contact with contact 80 thus brmging the resistance 91 into the circuit at contact 80. Normal current is thus caused to flow through the coils of the electromagnet 34 a line clear intimation is given and warning and stopping operations are restrained.

It will be seen that this circuit is not completed unless the contacts 83 and 81 have heen closed when the locomotive interacted with track contact 3 when running on the up journey. Morever should the armature 74 not bring the resistance 91 into the circuit at contact 80 current of a pretermined normal value would not flow through the coils of the electromagnet 34:.

journey to enter the section at the end A or should the switch 251 be moved into the down position to allow a train running on the up journey to enter the section at the end B the trains would be warned and stopped and trafic delayed; If desired the switches 250 and 251 may be spring controlled so as always to take up the blocked? positions as shown in the figure and in this case the signalinen at A and B will have to hold them over in the required positions' until the train has'passedcver the track contacts to which they relate. Then on releasing the switches 250 and 251 they will alwaystake up their normal or blocked position.

It will be seen that if a train passing out of a section is in contact with the last track contact 6 thereof at the same time as another train entering the same section is in contact with the first track contact 1 thereof, the train leaving the section will first free I the section by operating the instrument X at the entering end of the section so as to give the entering train clearance and the entering train will then set the instrument Y so as to block the section and so cause the train which is leaving the section to receive a warning. The last mentioned train will thus receive an automatic signal that another train is following it up closely.

Each of the armatures of the polarized relays hereinbefore described is adapted to remain in the position into which it is switched when a train makes contact with a track contact, until the polarized relay in question is so traversed by current as to reverse the position of the armature.

It is obvious that the arrangement should be such that a train is able to complete a switching operation from a track contact before the restraint of the warning and stopping apparatu is removed by the contacting device.

It is intended for the purpose of these improvements that sections of track should overlap or intersect each other in the manner described in the application for Letters Patent No. 625,47 5 of 1910 or in the manner described in the specification of application for Letters Patent N 0. 761,042, of even date herewith.

In order to protect'a train when just en tering a stretch of track provided with train protecting apparatus according to this invention from the possibility of its being run into by a following train it is intended that the train shall be otherwise protected as by means of interlocked signals or the like when entering on a terminal section until it has proceeded sufliciently far along that section to be properly protected by the train protecting apparatus relating to the stretch of track in. question. At a terminal section the contacts 1, 2, 3, at the entering'end of the section are preferably followed closely by the corresponding contacts of the intersecting section in order that a train entering the system may as soon as possible obtain. fullprotection of the system as it will as soon as it has passed over a suflicient distance beyond the entering contacts of the first intersecting section to cause a train following it to be stopped automatically by the enterin contacts of the terminal section before col iding with the train that has first entered the system even if the last mentioned train be stopped after travelling over the said Suf- Iticient distance; consequently it is advisable to extend the'protection afforded, by means such as interlocking signals so that any train entering the stretch of track is protected thereby until it has. traversed the aforesaid sufiicient distance beyond the entering contacts of the first intersecting section.

upon failure of the electrical restraint onthe movement of a valve fluid pressure will be caused to act on the piston or pistons so that the brakes are applied on the train. Each train should be fitted with continuous automatic brakes.

The means for shutting off the motive power by which the train is driven may be arran ed in a manner. similar to that mentione above for applying the brakes or, if desired, the brakes may be applied'and the power of the train shut off by means of only one cylinder and piston or the like.

Various modificationsmay be made in the apparatus without departing from the scope of the invention. For example, wherever suit-able, rails or other metallic conductors may be substituted for earth conductors and vice versa also other metallic conductors may be substituted for rails.

I It will be obvious *that parts of the apparatus described herein --may in some cases be multiplied or omitted.

,What I claim and desire to secure by Letters Patent of the United States is 1. A train protecting device comprising warning and stopping means on the train, solenoids controlling the action of the said warning and stopping means, a source of energy operatively connected to the solenoids, a train contact operatively connected to the source of energy and adapted to disconnect the latter from said solenoids when displaced, track contacts coacting with the train contact, a-second source of energy, an electromagnet operatively connected to the second source ofenergy, an armature coacting with the electromagnet and adapted to .break the circuit comprising the first source of energy and the solenoids controlling the Warning and stopping means and to introduce a substitutional circuit when the train {contact has been displaced and the track is in a clear condition, a manually operated commutator switch operatively connected to the second source of energy, and a compensating resistance designed tobe switched into the circuit including the second source of energy and the electromagnet when the train has been reversed on a loop or the like.

2. A train protecting device comprising warning and stopping means on the train, solenoids controlling the action of the said warning and stopping means, a source of electrical energy connected to the solenoids, a train contact operatively connected to the source of energy and adapted to disconnect means in circuit with the second source of energy for forming a substitutional circuit through the solenoids and first source of energy when the train contact has been'displaced and the track is in a clear condition.

3. Electrical train-controlling apparatuscomprising train apparatus carried by a train and including an electro-responsive device whose movable portion is adapted to occupy a line-clear or a danger. position according to the condition as to energization of said electro-responsive device and including also a direction-corresponding part adapted to occupy different positions in accordance with opposite directions of running of the train, and'means on the track adapted to occupy different positions according to the directions in which a train is to be allowed to run, said direction-corresponding part and said means on the track: being adapted to cause and control the passage of electricity to said electro-responsive device and thereby, but only in the case of correspondence between their positions, to cause a conditionas to energization of said electro-responsive device corresponding to the line-clear position of said movable portion.

4:. Electrical train-controlling apparatus comprising train apparatus carried by a train and including an electro-responsive device whose movable portion is adapted to occupy a line-clear or a danger position according to the condition as to energization of said electro-responsive device and including also a direction-corresponding part adapted to occupy different positions in accordance with opposite directions of running of the train, and means on the track adapted to occupy different positions accordingto the directions in which a train is to be allowed to run, said direction-con responding part and said means on the track being adapted to cause and control the passage of electricity to said electro-responsive device and thereby, but only in the case of correspondence between their positions, to cause a condition as to energization of said electro-responsive device corresponding to the line-clear position of said movable portion, said means on the track being adapted to cause electricity to pass differently through said train apparatus according to the positions of said means on the track i ,aeasae corresponding to opposite directions of running, and said direction-corresponding part being adapted to produce the adjustment necessary for causing the appropriate condition as to energization of said electroresponsive device on account of the differencethus'produced by said means on the track.

5. Electrical train-controlling apparatus comprising on a train apparatus including anelectro-responsive device whose movable portion is adapted to occupy a line-clear position when said electro-responsive device is energized, and on the track electro-responsive traflic-controll ing devices, track contacts corresponding to said traffic-controlling devices, means for enabling signalmen to connect said tratlic-controlling devices with said corresponding track contacts and thereby to cause the condition as to energization of said electro-responsive device on said train when said train is in contact with said track contacts to be dependent on the interaction between said apparatus on said train and said traflic-controlling devices and to disconnect said traffic-controlling devices from said corresponding track contacts and thereby to cause said electro-responsive device on said train when said train is in contact with said track contacts to be de-energized independently of the condition of said traflic-controlling devices.

6. Electrical train-controlling apparatus comprising on a train an electrosresponsive device whose movable portion is adapted to occupy a line-clear or a danger position in accordance with the strength of current traversing said electro-responsive device, a train circuit portion including said electroresponsive device, and direction-corresponding means adapted to occupy diflerent positions in accordance with opposite directions of running of said train and accordingly to cause said circuit portion to have two different resistances, and on the track a track contact, conductive means adapted to form a closed circuit with said train circuit portion when said train is in contact with said track contact, and traffic-controlling means adapted to control the directionof running of said train over said track contact by causing the track portion of the circuit so completed to have one resistance if it is intended that trains should travel in one direction over said track contact and another resistance if it is intended that trains should travel in the opposite direction oversaid track contact, the resistances of said train and track circuit ortions being such as to cause the current owing through said circuit to be of the strength necessary to cause the movable portion of said electroresponsive device to occupy the line-clear position only in the case of correspondence between the positions of said direction-corresponding means and said trafiic-controh ling means.

7. Electrical train-controlling apparatus comprising on a train an electro-responsive device Whose movable portion is adapted to occupy a line-clear or a danger position in accordance with the strength of current traversing said electro-responsive device, a train circuit portion including said electroresponsive device, and direction-corresponding means adapted to occupy difi'erent positions in accordance with opposite directions of running of saidtrain and accordingly to cause said circuit portion to have two diiierent resistances, and on the track a track contact, and direction-determining means for enabling a Signalman to form a closed circuit with said train circuit portion when said train is in contact with said track contact and to cause the track portion of the circuit so completed to have one resistance if it is intended that trainsshould travel in one direction over said track contact and another resistance if it is intended that trains should travel in the op osite direction over said track contact, tiie resistances of said train and track circuit portions being such as to cause the current flowing through said circuit to be of the strength necessary to cause the movable part of said electro-responsive device to occupy the lineclear position only in the case of correspondence between the positions of said direction-corresponding means and said direc" tion-determining means.

8. Electrical train-controlling apparatus comprising on a train an electro-responsive device whose movable portion is adapted to occupy a lineclear position only when the strength of the current energizing said electro-responsive device is between prede termined upper and lower limits, a train circuit portion including said electro-responsive device, and direction-correspond ing means adapted to occupy difi'erent positions in accordance with opposite directions vof running of said train and accordingly said train and track circuit portions being such as to cause the strength of the current iiowing through said circuit to be betweensaid predetermined upper and lower limitsionly in the case of correspondence between the positions of said direction-corresponding means and said trailic-controlling means.

9. Electrical train-controlling apparatus comprising on a'train an electro-responsive device whose movable portion is adapted to occup 'a line-clear position only when the streng h of the current energizing said electro-responsive device is between predetermined upper and lower limits, a train circuit portion including said electro-responsive device, and direction-corresponding means adapted to occupy different positions in accordance with opposite directions of running of said train and accordingly to cause said circuit portion to have two different resistances, and on the track a track contact, and direction-determining means for enablinga Signalman-to form a closed circuit with said train circuit portion when said train is in contact with said track contact and to cause the track portion of the circuit-so completed to have one resistance if it is intended that trains should travel in one direction over said track contact and another resistance if it is intended that trains should. traveLin the opposite direction over said track contact, the resistances of said train and track circuit portions being such as to cause the strength of the current flowing through said circuit to be between said redetermined upper and lower limits the positions of said direction-correspondmg means and said direction-determining means.

only in the caseof correspondence between 10, Train-controlling apparatus comprising a direction-corresponding means carried by a train adaptedto occupy different positions in accordance with the opposite directions of running of said train and, for controlling the passage of trains at the two ends respectively of a section of track, two electromagnetic traffic-controlling devices each of which is adapted in accordance with two conditions as to electrification to cause its movable part to occupy a line-clear position and a danger position respectively and'thus to control the passage of trains over the corresponding end of said section, a first track contact at each end of said section adapted to be operatively connected by the said trafiic-controlling device pertaining to the same end of said section to the said traffic-controlling device pertaining to the other end of said section only it the movable part of the former trafiic-controlling device is in. the line-clear position, and a second traclr contact at each end of said section so placed as to be encountered after said first. track contact by a train entering said section at the corresponding end of said sec= tion and operatively connected to the trafiiccontrolling device pertaining to the same lid danger position and on leaving said section over said first track contact at either end of said section to cause the condition as to electrification of the said trafic-controlling device pertaining to the other end of said section to be such as to cause its movable part to occupy the line-clear position and 7 on contact of said train with said second track contact on entering said section at either end thereof to cause the condition as to electrification of the said traihc-controlling device pertaining to the end of said section at which thetrain is located to be such as to cause its movable part to occupy the danger position and on leaving said section over said second track contact at eit er end of said section to cause the condition as to electrification of the said traffic-controlling device pertaining to the end of said section at which the train is located to be such as to cause its movable part to occupy the line-clear position.

11. Train protecting apparatus comprisneeaeee electrical connections including said electroresponsive device on said train and said generator of electricity, and direction-corresponding means adapted to occupy different positions in accordance with the opposite directions of running of said. train and therebyso to change said electrical connections as to cause currents to flow in opposite directions through said clectro-responsive device on the track, the movable part of said electro-responsive device on the track and said direction-corresponding means being adapted, only when occupying mutually corresponding positions, to cause said electroresponsive device on the train to be energized by current of said predetermined strength. i

ARTHUR REGINALD ANGUS. W'itnesses:

" G210.- C. Consnnms,

W. A. Pnnsco'rr. 

